KR20230088676A - Braking system and railway signaling architecture for at least one railway vehicle - Google Patents

Abstract

A braking system (100) for at least one rail vehicle (RV) is described, which includes at least one trackside signaling system (TS) or at least one on-board vehicle (OB) signaling system or at least one trackside signaling system. (TS) and at least one on-board vehicle (OB) signaling system, comprising information about a correction factor, k _wet , applied to a predefined nominal deceleration value of the at least one rolling stock in conditions of low attachment , arranged to provide information about the respective factors influencing the braking of the railway vehicle. Information on each of the factors influencing the braking of the railway vehicle is determined in real time by the braking system. A further braking system is described in which the information about the respective factors influencing the braking of the theft vehicle includes information about the available attachment of the rail (R) to at least one wheel (W) of the railway vehicle. A signaling architecture is also described.

Description

Braking system and railway signaling architecture for at least one railway vehicle

The present invention relates generally to rail traffic and related on-board vehicle signaling, management, control and protection systems for ERTMS/ETCS (European Rail Traffic Management System/European Train Control System) It relates to the field; In particular, the present invention relates to a braking system and a railway signaling architecture for at least one railway vehicle.

The performance of a rolling stock during its operation is related to the railroad infrastructure in operation and the performance of the rolling stock.

Railroad vehicles and rail infrastructure are linked by a signaling system, which enables control and management of rail vehicles and ensures their safe operation.

Nowadays there are many types of railway vehicles with different characteristics and so do signaling systems.

Most new rail transport vehicles are called gamma trains and have a fixed configuration, a specified number of rail vehicles and a known set of braking devices.

Signaling systems are a bridge between rolling stock and rail infrastructure and are part of both sides.

Known signaling systems typically include at least one trackside signaling system, a trackside signaling system (TS), and at least one on-board vehicle signaling system, an on-board vehicle signaling system (OB).

An on-board vehicle signaling system, OB, is included in the rail vehicle. The on-board vehicle signaling system, OB, communicates with the backbone of at least one rail vehicle to send and receive information to and from the various rail vehicle subsystems and also communicates with the trackside signaling system, TS.

The trackside signaling system, TS, is included in the rail infrastructure and communicates with the infrastructure network and the on-board vehicle signaling system, OB.

The relationship between the speed of the at least one railroad car and the distance traveled by the at least one railroad car during braking is called a braking curve.

Current and past signaling systems are mainly based on a fixed block concept, where the parameters for determining the braking curve are based on predefined parameters determined during construction of at least one rolling stock or train.

The trackside signaling system, TS and the on-board vehicle signaling system, OB, are arranged to determine the braking curve. Then, it is possible to determine the stopping distance of the railway vehicle from the braking curve.

As mentioned above, this braking curve is determined for each rolling stock as a function of predetermined parameters, the values of which are predefined when the rolling stock is built.

In the case of adverse environmental conditions, a correction factor is usually used in the case of low adhesion coefficients. In the railroad industry, this correction factor is commonly referred to as K _wet .

In the prior art, the correction factor K _wet is assigned a predetermined value to ensure that the determined stopping distance is sufficient to ensure that safety is maintained even under adverse environmental conditions. Accordingly, the value of this correction factor K _wet is generally defined taking into account that there is a low adhesion condition.

As mentioned above, the signaling system is mainly based on a fixed block concept, where the parameters for determining the braking curve are based on predefined parameters determined during the construction of at least one rolling stock or train. Accordingly, the value of this correction factor K _wet is also defined only during construction of at least one rolling stock or train.

As a result, during normal operating conditions of the rolling stock, even if the rolling stock is not in favorable environmental conditions, the braking curve determined by the at least one trackside signaling system, TS and the at least one on-board vehicle signaling system, OB, is not realistic. There will be a degraded braking curve that is not real, which accounts for the existence of the above-mentioned adverse environmental conditions that are not actually present.

As a result, the trackside signaling system, TS and at least one on-board vehicle signaling system, OB, will assign the rolling stock a greater stopping distance than the rolling stock can actually achieve under more favorable environmental conditions.

On the other hand, if there is at least one defect at the level of the rolling stock in addition to the correction factor K _wet for the determination of the braking curve by at least one trackside signaling system, TS and at least one on-board vehicle signaling system, OB In connection with , additional predetermined parameters can also be used, the values of which are again predefined when the rolling stock is built.

In this case, the braking curve determined by the at least one trackside signaling system, TS, and the at least one on-board vehicle signaling system, OB, will be a lowered braking curve, which also determines the possible presence of said at least one defect. will consider

As a result, even if the rolling stock does not have a defect, the braking curve determined by the at least one trackside signaling system, TS and the at least one on-board signaling system, OB, is actually taking into account the presence of said estimated defect. will be a degraded braking curve.

In this case, the trackside signaling system, TS and at least one on-board vehicle signaling system, OB, thus assign to said rolling stock a stopping distance greater than what the rolling stock can actually achieve in the absence of faults or in favorable environmental conditions. something to do.

1 shows the stopping distance D1 determined by the trackside signaling system, TS and at least one on-board vehicle signaling system, OB, in view of said predetermined parameters, at the top, and the actual stopping distance D2 of an undefective rail vehicle RV is shown at the bottom.

Determination of a lowered braking curve and consequent assignment of longer stopping distances for said rolling stock results in, for example, unfavorable handling of traffic on a railway line. In practice, rolling stock will travel farther from each other than necessary.

A possible example of a damping curve calculation is generally provided below. Calculation of the damping curve is described, for example, in the ETCS specification (ERTMS/ETCS, subset 026-3, subset 026-7).

The braking curve is usually generated by braking calculations performed by the on-board vehicle signaling system, OB. Calculation of the damping curve is based in part on the correction factor K _wet in the case of low adhesion coefficients. This correction factor generally depends on the speed K _wet (V) and the vehicle.

Some examples of parameters that can affect the damping curve calculation are, for example:

- safety deceleration related to safety: A_SAFE(V, d): dependent on speed and distance, dependent on rolling stock;

- Safe deceleration of emergency brake: A_BRAKE_SAFE(V, d): dependent on speed and distance, dependent on vehicle;

- Emergency brake deceleration: A_BRAKE_EMERGENCY(V, d): dependent on speed and distance, vehicle dependent;

- Coefficient of confidence level: M_NVEBCL: country value, depends on railway line;

- vehicle braking performance: K _dry (V, M_NVEBCL): dependent on speed and confidence level, vehicle dependent;

- Weighting factor for available wheel/rail attachments: M_NVAVADH: country value, depending on the railway line;

- Attachment factor: M_ADHESION: factor for rail, dependent on rail;

- condition type of rail: M_TRACKCOND: can disable certain type of brake, depends on rail;

- special brakes (EP, MTB, eddy current, ED): used to influence brake build-up and deceleration time, dependent on rail vehicles;

- Maximum deceleration under reduced attachment conditions (mu < 0.06): A_MAXREDADH: depending on the position of the brake and special brake, national value.

In the prior art, the emergency brake deceleration and coefficients K _dry and K _wet , which affect the overall braking distance calculation and overall performance of a rolling stock, are measured during commissioning or calculated off-line using Monte Carlo simulations.

A formula that can be used is:

(1)

(One)

Safety deceleration A _safety is based on the safety deceleration of the emergency brake A _{brake safety} and the deceleration of _slope A for a position with normal attachment conditions.

(2)

(2)

Safety deceleration A _safety is based on the maximum value between safe emergency brake deceleration A _{brake safety} and the maximum deceleration of slope A _slope A for locations with reduced attachment conditions and the maximum deceleration A _MAXREDADH at reduced attachment challenge.

(3)

(3)

A _{brake safety} is the deceleration that a rail vehicle can achieve as a function of speed and distance. The equation shows that A _{brake emergency} as a function of speed and distance. The value depends on the special type of brake that can be used during braking.

The special type of braking device that can be used is obviously determined by the presence or absence of that special braking device, but also by the value of M _TRACKCOND . In practice, these variables represent the prohibition of some types of special braking devices on parts of the track.

The equation also depends on K _dry as a function of speed and confidence level. The confidence level is the target for the reliability of the K _dry coefficient. It is used to describe the distribution around the defect rate and predicted value of a piece of equipment.

The equation also depends on K _wet as a function of speed. The K _wet factor is based on field tests according to EN15595 where the performance of the WSP ("Wheel Slip Protection") system is evaluated and the extension of the braking distance is monitored. The range of braking distances is then converted into K _wet factors.

The expression also depends on M _NVAVADH , which value is used to allow modulation of the K _wet coefficient by the operator.

The formula above is just an example of the various possible formulas for calculating total braking distance.

Here are some illustrative examples:

Case 1:

The data below (based on actual field data) provides examples of the use of different variables and their effects:

MNVAVADH = 0 | K _wet is fully taken into account in equation (3) above;

K _wet = 0.7 | K _wet is determined according to EN15595;

_Attach M = 1 | The rails are not slippery;

K _dry = 0.8 | K _dry calculated based on the EBCL level considers 1 defect;

A _MAXREDADH = 0.5 | It is irrelevant to this situation as the rails are not slippery;

By setting the parameters as described above, the system is resilient at the first failure because the failure was taken into account by calculating K _dry for the nominal operating condition. These considerations also reduce the performance that can be achieved in real nominal conditions (no faults).

Setting the variable as described above, from the second fault the system must run at a slower speed, thus affecting operating services.

Setting the parameters as above, under normal dry run conditions, the braking distance always considers the degradation of the braking distance based on the low adhesion condition defined in EN15595.

Case 2:

Now consider this second dataset:

M _NVAVADH = 0 | K _wet is fully taken into account in equation (3) above;

K _wet = 0.7 | K _wet is determined according to EN15595;

_Attach M = 0 | the rails are slippery;

K _dry = 0.8 | K _dry calculated based on the EBCL level considers 1 defect;

A _MAXREDADH = 0.3 | This situation is relevant because the rails are slippery.

With the parameters set as described above, the rail is slippery and the minimum between the safe emergency brake deceleration and A _MAXREDADH is used to determine the safe deceleration.

Considering that A_MAXREDADH is a minimum, K _dry and K _wet are no longer used and the deceleration used does not depend on actual attachment or equipment failure.

One object of the present invention is to provide a trackside signaling system, TS and/or on-board vehicle signaling system, OB, which vehicle can achieve during braking, depending on the actual condition of attachment of the line on which at least one railway vehicle is traveling. It is to provide a solution to inform the actual performance in real time.

In this way, the trackside signaling system, TS and/or the on-board vehicle signaling system, OB, uses the received information about the attachment conditions to determine the performance that a rolling stock can achieve and to determine the actual operating conditions of the rolling stock. It will be possible to adjust the braking curve as a function, and hence the calculation of the stopping distance.

For example, under dry conditions, the trackside signaling system, TS, and/or the on-board vehicle signaling system, OB, allow for shorter braking distances than prior art so vehicles can travel closer together to increase overall line capacity. will be able to determine the true braking distance.

Conversely, in low adhesion conditions, the trackside signaling system, TS and/or the on-board vehicle signaling system, OB will result in a longer braking distance than in the previous case to ensure a safe stopping distance. In this case, the braking distance can be determined by considering the actual attachment conditions applied when calculating the braking curve and the relative correction factor K _wet .

The new signaling system is oriented toward mobile blocks and automatic train operation (ATO).

Movable blocks allow the movement of the vehicle to be adjusted according to the characteristics and actual presence of other rail vehicles. A signaling system of this type can take into account the characteristics of each vehicle.

The foregoing and other objects and advantages are achieved according to one aspect of the present invention by at least one braking system for a railway vehicle having the features defined in claim 1 and a railway signaling architecture having the features defined in claim 14. Preferred embodiments of the invention are defined in the dependent claims, the content of which is to be understood as an integral part of the present description.

The functional and structural features of some preferred embodiments of at least one railway signaling architecture and braking system for railway vehicles according to the present invention will now be described. Reference is made to the accompanying drawings, where:
- Figure 1 illustrates by way of example two possible damping curves.
- Figure 2 illustrates an embodiment of the present invention.
- Figure 2b illustrates a block diagram of an example using attachment information.
- Fig. 3 illustrates three possible usage configurations.
- Fig. 4 illustrates an embodiment in which information on factors affecting the braking of a railway vehicle is transmitted in a decentralized manner.
- Figure 5 illustrates an embodiment in which information about factors affecting the braking of a railway vehicle is centrally transmitted.

Before describing a plurality of embodiments of the present invention in detail, it should be made clear that the present invention is not limited to its application to the structural details and configurations of components set forth in the following description or illustrated in the drawings. The invention is capable of contemplating other embodiments and of being embodied or configured in practice in different ways. It should also be understood that the phraseology and terminology are for descriptive purposes and should not be construed as limiting. The use of "include" and "comprise" and variations thereof should be understood to include the elements set forth below and equivalents thereof, as well as additional elements and equivalents thereof.

In the following, a first embodiment of a braking system for at least one railway vehicle according to the invention is described.

In this first embodiment, the braking system transmits information about each factor influencing the braking of a railway vehicle to at least one trackside signaling system, TS, or at least one on-board vehicle signaling system, OB, or at least It is arranged to provide both to one trackside signaling system, TS, and to at least one on-board vehicle signaling system, OB. This information about each factor influencing rolling stock braking includes information about a correction factor, k _wet , to be applied to a predefined value of the nominal deceleration of at least one rolling stock in the low adhesion condition.

This information about the respective factors influencing rail vehicle braking is determined in real time by the braking system. In particular, this information about factors influencing rail vehicle braking is not static and is not a default value defined during construction of the rail vehicle.

For example, the braking system may determine in real time a correction _factor k wet applied to a predefined nominal deceleration value of at least one rolling stock in a low sticking condition, eg from a sticking value associated with an axle of the rolling stock. there is. This can be done, for example, by reading or receiving the attachment value of said one axle from a special system/means/device associated with said braking system (e.g. "wheel slide protection" system, WSP) or said It can be the same braking system that determines the correction factor k _wet by measuring the attachment value of one axle.

In a second embodiment, the braking system 100 transmits information about each factor affecting the braking of a railway vehicle to at least one trackside signaling system, TS, or at least one on-board vehicle signaling system, OB, or to both the at least one trackside signaling system TS and the at least one on-board vehicle signaling system OB.

Unlike the previous embodiment, in this second embodiment, the information about each factor influencing the braking of the railroad car includes information about the available attachment of the rail R and at least one wheel W of the railroad car. .

Information on each factor affecting the braking of the railway vehicle is again determined in real time by the braking system.

In this embodiment, the at least one trackside signaling system TS determines the nominal deceleration of the at least one rolling stock in the low-attachment condition, according to the received said information about the available attachment of the rail R and the at least one wheel W of the rolling stock. Arranged to determine a correction factor k _wet applied to a predefined value of . Additionally or alternatively, the at least one on-board vehicle signaling system OB, in accordance with the received said information about the possible attachment of the rail R with the at least one wheel W of the railroad vehicle, determines the at least one rolling stock in the low attachment condition. Arranged to determine the correction factor k _wet applied to the nominal deceleration value of

Preferably, as can be seen for example in FIG. 2 , the braking system for at least one railway vehicle can include at least one braking device 102 .

Preferably, for any of the embodiments described above, the information on each factor affecting the braking of the railway vehicle may further include at least one of the following:

- information about the optimal sliding point between the wheel and the rail determined by the braking system 100;

- information about the speed of at least one rolling stock;

- information about the braking distance determined by the braking system 100 on the basis of the current speed of the at least one railway vehicle;

- information about the availability for use of said at least one braking device 102;

- Information on the deceleration of rolling stock;

- information about the level of braking force applied by the at least one braking device.

In the present invention, the term “providing” to both at least one trackside signaling system, TS or at least one on-board vehicle signaling system, OB or at least one trackside signaling system, TS means that there is direct provision, one or more intermediate means elements/devices or systems, eg at least one trackside signaling system, TS, or at least one on-board vehicle signaling system, OB, or at least one trackside signaling system, TS and at least one Indirect provision obtained through intermediary provision to the on-board vehicle signaling system, intermediate train control and management system, TCMS (“TRAIN CONTROL & MANAGEMENT SYSTEM”), which forwards information to both OB and receives information from the braking system. If any, it means all.

Factors influencing rail vehicle braking can be understood to mean all aspects inside a rail vehicle or environmental aspects external to a rail vehicle that can influence the braking action of a rail vehicle.

Information about the available attachments of at least one wheel and rail of a railway vehicle is understood as information representing the currently available attachment of at least one wheel and rail of a railroad vehicle which is detected or determined in real time, for example according to a known algorithm. It can be.

The information about the optimal sliding point between the wheel and the rail determined by the braking system may be understood as information indicating an optimal sliding point between the wheel and the rail that is detected or determined in real time according to a known algorithm, for example. Hyundai's WSP uses axle sliding points to improve braking performance in low-attach conditions. This sliding point can be determined in several ways. Many of these require trial and error to determine the optimal sliding point. This creates a loss of braking power compared to having an optimal sliding point already available. The optimal sliding point is important information for the braking system as it can affect the vehicle's overall deceleration/braking distance.

Using a principle similar to that described for attachment information, the optimum sliding point can be shared between the associated braking device and the associated signaling device and then transmitted back to subsequent rolling stock or trains.

Information about the correction factor k _wet applied to a predefined value of the nominal deceleration of at least one railway vehicle in the low adhesion condition may be understood as information representing a correction factor value in the case of a low adhesion coefficient.

Information about the speed of the rolling stock may be understood as information representing the current speed of the rolling stock detected or determined in real time.

Information about the braking distance determined by the braking system from the current speed of the vehicle may be understood as information representing the braking distance determined by the braking system according to any known algorithm.

Information about the current availability for use of the at least one braking device may be understood to mean information about whether a particular braking device is available, eg due to a defect.

Information about the current deceleration of the railroad car may be understood as information indicating the deceleration of the railroad car in real time.

Information about the current braking force level can be understood as information representing the current level of braking applied by the braking device. This information is, for example, the application percentage for the maximum possible braking level. This information may also be transmitted for monitoring purposes.

This information can be used to adapt the braking distance calculation based on the actual force delivered rather than the predicted force to be delivered. This will make the braking distance calculation more accurate.

Preferably, the at least one braking device is of an electro-pneumatic or electro-mechanical or electro-mechanical type.

The following is an example of using attachment information. In this case, it is considered that the at least one braking device is capable of measuring the attachment that exists between the wheel and the rail. A common method for measuring adhesion is described in EN15595. The measured attachment value can then be communicated by the braking system. As can be observed in Fig. 2b, the braking distance calculation inputs the attachment value μ min based on the lowest value between the measured attachment μ _measurement μ and _the rail attachment μ _track to determine the braking distance MIN(μ _measure , μ _track ) use as

The V _{order axes 1,2,..n} are the velocity of each order axis used to determine the measured adhesion μ _measurement .

The trackside signaling system TS transmits the rail attachment value μ _track to passing rail vehicles.

When the first rolling stock is braked, _the measured adhesion μ is transmitted to the on-board vehicle signaling system OB. At the end of each braking sequence (end of braking or rolling stock speed equal to 0 V _RV = 0) _{the measured attachment μ OB} of the on-board vehicle signaling system is transmitted to the trackside signaling system TS. The trackside signaling system TS stores the received rail information μ _{OB measurement} . The on-board vehicle signaling system OB of the subsequent rolling stock may receive an updated μ track rail attachment value μ _track based on the μ _{OB measurement} .

μ _track is the average attachment, average (μ, μ _n-1 , μ _n-2 ) measured over at least the last three stored attachment values.

μ _min or μ _measurement can be used to calculate the braking distance by adjusting the factor used in ETCS to determine the effect of extending the braking distance due to low adhesion, eg, K _wet .

이며, 여기서 K_웨트는 이용 가능한 부착을 나타내는 계수이다.in this case

, where K _wet is a coefficient representing the available attachment.

Since the coefficient defined accordingly will estimate a braking distance longer than the actual vehicle performance due to the rail cleaning effect, this will allow the braking curve to be adjusted based on the actual measured adhesion values and take a conservative approach.

This method allows the rail attachment data to be continuously updated and a braking distance calculation based on the actual state of the rail attachment to be used, as described above with reference to the second embodiment. Another alternative approach is to transmit the K _wet coefficient instead of the measured adhesion, as described above with reference to the first embodiment.

The following is an example of using information about the availability of braking devices.

Currently, rail vehicle suppliers calculate failure rates for each and every piece of braking equipment, ie each type of braking device and other elements involved in initiating, propagating and applying emergency braking.

In current ETCS braking distance calculations, a confidence level variable is used to determine the effectiveness of an emergency brake deceleration taking into account the possible unavailability of a braking device and the probabilistic distribution of its force. Typically, an offline Monte Carlo approach is used for defects in different devices.

Disadvantageously, this approach is static and does not take into account actual defects, but rather broader probabilities of defects.

Thanks to the invention, signaling given the appropriate information can include in real time the availability of all braking devices onboard the vehicle. With this information it can be calculated exactly how large a braking distance can be achieved.

For example, a railway vehicle has only an electropneumatic brake (EP) and no other components are part of the initiation, propagation or application of emergency braking. For example, consider that nominally 10 devices are used. Each device corresponds to 10% of the total braking force. The failure rate of a single EP braking device is 5×10 ^-6 per hour.

Example 1:

The vehicle is running and has no EP device faults. The stochastic distribution of EP breaks is equal to 1 dirac. The vehicle will achieve 100% deceleration with a certainty of at least 1×10 ^-5 equivalent to EBCL level 5. That is, the vehicle will reach deceleration with less certainty than the failure rate of 1 failure of the EP device. The vehicle will achieve a 90% deceleration with a certainty of at least 1×10 ^-10 higher than EBCL level 9. That is, the vehicle will reach deceleration with less certainty than the failure rate of the two failures of the EP device. However, since the certainty is higher than the failure rate of 1 EP device, consider that 1 EP device will fail.

Example 2:

The vehicle is running and has 1 EP device fault. This was notified by on-board vehicle signaling, which means that the reduced deceleration with one EP device fault is 90% of the nominal deceleration. The vehicle will achieve a 90% deceleration with a certainty of at least 1×10 ^-5 equivalent to EBCL level 5. The vehicle will achieve reduced deceleration with a certainty lower than the failure rate of one failure of the EP device. A reduced deceleration rather than a nominal deceleration is achieved because one EP unit has already failed. The vehicle will achieve an 80% deceleration with a certainty of at least 1×10 ^-10 above EBCL level 9. The vehicle will reach deceleration less reliably in connection with the failure of the two faults of the EP device.

The following steps show how to calculate the deceleration based on the required EBCL and the defect rate of the device being considered.

This example is provided for a vehicle using only EP electro-pneumatic brakes. The same concept can be applied to vehicles having multiple types of braking devices where all contribute to deceleration. The above can be similarly applied to special braking devices.

In a further aspect, referring to the current deceleration and speed of the vehicle, this may be provided by the braking device to the relevant signaling devices TS, OB. A plurality of measurements can then be analyzed, and a more accurate rolling stock speed and deceleration becomes available.

Generally, the on-board vehicle signaling system OB is based on the calculation of a reference speed for a limited number of speed sensors, typically between one and two.

Electro-pneumatic EP, electrodynamic ED, and electromechanical EM braking devices typically include a WSP function, which adjusts the force applied to the wheel based on sliding defined as the difference in longitudinal speed between the wheel and the vehicle. To adjust the force, the device with built-in WSP function measures the speed of the wheel and estimates the vehicle speed according to the processed algorithm.

Locally, each device may calculate the speed of a rolling stock with an accuracy at least as required by EN15595, based on an estimate of the speed of at least one rolling stock for four different wheel speeds, and using an accelerometer or GPS.

Based on the number of wheels considered and EN standard compliance, the vehicle speed estimate by the brake device will be better than that calculated by the on-board vehicle signaling system OB.

Also, speed calculations of different units can be concentrated to more accurately estimate the speed of at least one rolling stock.

In a further aspect, obviously, the braking system 100 may control a plurality of braking devices 102 associated with each wheel of, for example, a car axle or various car axles.

Preferably, the braking system may also include at least one special braking device ("special brake"). In this case, the information on the factor affecting the braking of the railway vehicle may further include:

- information about the current availability of said at least one special braking device;

- information about the current level of braking force applied by at least one special braking device.

Information about the current availability for use of said at least one special braking device may be understood as information indicating whether, for example, a particular special braking device is available because of a defect, for example.

Information about the current braking force level applied by the at least one special braking device may be understood as information indicating the current braking force level applied by the special braking device, for example. This information is, for example, the application percentage for the maximum possible braking level. This information may also be transmitted for monitoring purposes.

Preferably, the at least one special braking device may be at least one magnetic track brake, MTB, and/or sandbox and/or eddy current type brake.

For example, sandbox belongs to the special break category; It has a property that does not directly contribute to the deceleration of the vehicle, but has an effect on the braking of the rail vehicle as it reinforces the forces generated by other braking devices.

Sandbox efficiency information may also be transmitted for monitoring purposes.

As can be observed in FIG. 3, in configuration 1 of the railway signaling architecture, the braking system directly provides at least one of the above information about factors affecting the braking of railway vehicles to at least one trackside signaling system, TS can do.

In configuration 2 of the railway signaling architecture, the braking system may provide at least one of the on-board vehicle signaling systems, OB, with at least one of the above information about factors influencing braking of the railway vehicle. In this case, said at least one on-board vehicle signaling system, OB, may be arranged to convey said information about a factor influencing braking of a rail vehicle to at least one trackside signaling system, TS.

In configuration 3 of the railway signaling architecture, the braking system transmits also the information about the factors affecting the braking of the railway vehicle to the at least one train control and management system, TCMS, of the at least one railway vehicle, thereby controlling the braking of the railway vehicle. It can be arranged to provide at least one of said information about a factor influencing . In this case, the at least one on-board vehicle signaling system, OB and/or the at least one trackside signaling system, TS, are respectively dependent on factors affecting the braking of rolling stock from the train control and management system, TCMS. It can be arranged to receive said information about.

In a further embodiment, when the braking system is arranged to provide at least one trackside signaling system, TS, at least one of said information about a factor influencing braking of a rail vehicle, the braking system influences the braking of a rail vehicle. It may be arranged to transmit at least one of said information about a factor affecting the at least one remote server as well. In this case, the trackside signaling system, TS, may be arranged to receive from said at least one remote server said information about a factor influencing the braking of a railway vehicle.

As can be observed in FIG. 4 , said at least one braking device transmits said information about a factor influencing braking of a railway vehicle to said at least one on-board vehicle signaling system, OB, and/or said at least one s trackside signaling system, TS or again directly to said at least one train control and management system, TCMS. If present, said at least one special braking device 104 also transmits said information about a factor influencing the braking of a rail vehicle to said at least one on-board vehicle signaling system, OB and/or said at least one track. It can be arranged to provide to the side signaling system, TS.

That is, the information is provided in a decentralized manner by one or more braking devices or one or more special braking devices.

As can be seen in FIG. 5 , in a further embodiment the braking system comprises at least one brake control unit 106 assigned to control, for example, one or more braking devices and/or one or more special braking devices. can do. In this case, the brake control unit is provided in the at least one on-board vehicle signaling system, OB, and/or in the at least one trackside signaling system, TS or in the at least one train control and management system, TCMS. It may be arranged to centrally collect said information about factors influencing the braking of the braking device. When a special braking device is present, the brake control unit also determines a factor influencing the braking of the rail vehicle provided to said at least one on-board vehicle signaling system, OB, and/or said at least one trackside signaling system, TS. Arrangements may be made to centrally collect said information about from a special braking device.

For some types of architecture, such as the centralized one described above, the braking distance calculation can be performed by the primary braking device.

Indeed, the real-time data needed to accurately estimate the braking distance is available for the unit.

Advantageously, said brake control unit is capable of processing at least one of said information about a factor influencing braking of a railway vehicle.

The control unit may for example be a solution with a Safety Integrity Level (SIL) ≥ 2 according to the latest regulations coming into force from August 27, 2020.

Preferably, the braking system transmits the information about the factors affecting the braking of the railway vehicle through at least one wired communication means or at least one wireless communication means to at least one trackside signaling system, TS, or at least one Both the on-board vehicle signaling system, OB or at least one trackside signaling system, TS and at least one on-board vehicle signaling system, OB. For example, the communication means may be digital I/O, Ethernet, MVB, CAN, Echelon, Bluetooth, WiFi, or GSM.

The present invention also relates to a railway signaling architecture comprising:

- a braking system according to any of the embodiments described above;

- at least one trackside signaling system, TS or at least one on-board vehicle signaling system, OB, or both at least one trackside signaling system, TS and at least one on-board vehicle signaling system, OB.

In the railway signaling architecture, when the braking system provides the on-board vehicle signaling system, OB, with the information about the factors affecting the braking of the railway vehicle, the on-board vehicle signaling system, OB controls the braking of the railway vehicle Arrangements can be made to determine the braking curve of the railway vehicle according to said information about the factors influencing .

In addition, when the braking system provides the on-board vehicle signaling system, OB, with the information about the factors affecting the braking of the rail vehicles, and the information about the factors influencing the braking of the railroad vehicles, the at least When including information about the availability of one braking device, the on-board vehicle signaling system, OB, is configured to determine a deceleration achievable by the rolling stock based on said information about the availability of said at least one braking device. can be arranged

Finally, when a special braking device is present, when the braking system provides the on-board signaling system, OB, with the above information about the factors affecting the braking of the rolling stock, and which affects the braking of the rolling stock When said information about the factor includes information about the availability of said at least one special braking device, the on-board vehicle signaling system, OB, based on said information about the availability of said at least one special braking device Arrangements may be made to determine the deceleration achievable by the rolling stock.

What is described in this description for at least one rolling stock can be similarly applied in the case of a train comprising a plurality of rolling stock.

Thus, the achieved advantage is a solution that allows the trackside signaling system TS and the on-board vehicle signaling system to determine the braking curve of a rolling stock and the stopping distance of a rolling stock as a function of real-time parameters inherent in the attachment conditions surrounding it. that it was proposed Various aspects and embodiments of a braking system having a signaling architecture according to the present invention have been described. It is understood that each embodiment may be combined with any other embodiment. Also, the present invention is not limited to the described embodiments and can be varied within the scope defined by the appended claims.

Claims (20)

A braking system (100) for at least one railway vehicle (RV), comprising:
The braking system 100 may include at least one trackside signaling system (TS) or at least one on-board vehicle signaling system (OB), or the at least one trackside signaling system (OB). arranged to provide both system (TS) and said at least one on-board vehicle signaling system (OB) information about the respective factors influencing the braking of said rail vehicle;
The information about the respective factors influencing the braking of the railway vehicle is:
- contains information about a correction factor, k _wet, which is applied to the predefined nominal deceleration value of said at least one rolling stock in conditions of low attachment;
wherein the information about factors influencing the braking of the railway vehicle is determined in real time by the braking system. A braking system (100) for at least one rail vehicle (RV), comprising:
The braking system 100 comprises at least one trackside signaling system (TS) or at least one on-board vehicle signaling system (OB) or said at least one trackside signaling system (TS) and said at least one on-board vehicle signaling system (OB). arranged to provide information about the respective factors influencing the braking of said railway vehicle to both a vehicle signaling system (OB);
The information about the respective factors influencing the braking of the railway vehicle is:
- contains information about possible attachments of at least one wheel (W) and rail (R) of the railway vehicle;
the information about the respective factors influencing the braking of the railway vehicle is determined in real time by the braking system;
Said at least one trackside signaling system (TS) may, in conditions of low attachment, as a function of said received information about said available attachment of said at least one wheel (W) and rail (R) of said railway vehicle, Arranged and/or arranged to determine a correction factor, k _wet , which is applied to a predefined nominal deceleration value of the at least one rolling stock, and/or said at least one on-board vehicle signaling system (OB) is configured to: a correction factor applied to the predefined nominal deceleration value of said at least one railway vehicle in conditions of low attachment as a function of said information about said available attachment of rail R with at least one wheel W, k A braking system (100), arranged to determine _wet . According to claim 1 or 2,
The braking system, wherein the braking system comprises at least one braking device (102). According to any one of claims 1 to 3,
The information about the respective factors influencing the braking of the railway vehicle is:
- information about the optimal sliding point between the wheel and the rail determined by the braking system 100;
- information about the speed of said at least one rolling stock;
- information about the braking distance determined by the braking system 100 based on the current speed of the at least one railway vehicle;
- information about the availability of said at least one braking device 102;
- information about the deceleration of said rolling stock;
- at least one of information relating to the level of braking force applied by said at least one braking device. According to claim 3 or 4,
wherein said at least one braking device is of an electro-pneumatic or electro-dynamic or electro-mechanical type. According to any one of claims 1 to 5,
further comprising at least one special braking device (104);
The information about the factors influencing the braking of the railway vehicle, determined in real time by the braking system, is:
- information about the availability for use of said at least one special braking device 104;
- additionally comprising information about the level of braking force applied by said at least one special braking device (104). According to claim 6,
The at least one special braking device is:
- magnetic track brake, MTB (magnetic track brake);
- sandbox;
- A braking system comprising at least one of the devices of an eddy current brake. According to any one of claims 3 to 7,
Said at least one braking device transmits said information about factors influencing said braking of said rail vehicle to said at least one on-board vehicle signaling system (OB) and/or to said at least one trackside signaling system ( TS), the braking system. According to any one of claims 6 to 8,
Said at least one special braking device transmits said information about factors influencing said braking of said rail vehicle to said at least one on-board vehicle signaling system (OB) and/or to said at least one trackside signaling system. (TS), the braking system. According to any one of claims 3 to 9,
at least one brake control unit;
The brake control unit provides information relating to factors influencing the braking of the railway vehicle provided to the at least one on-board vehicle signaling system (OB) and/or to the at least one trackside signaling system (TS). A braking system arranged to centrally collect information from said braking devices. According to claim 10, which refers to claim 6,
The brake control unit provides information relating to factors influencing the braking of the railway vehicle provided to the at least one on-board vehicle signaling system (OB) and/or to the at least one trackside signaling system (TS). and to centrally collect information from said special braking devices. According to claim 10 or 11,
wherein the brake control unit is arranged to process at least one of the information about factors influencing the braking of the railway vehicle. According to any one of claims 1 to 12,
The braking system transmits the information about the factors affecting the braking of the railway vehicle through at least one wired communication means or wireless communication means to the at least one trackside signaling system (TS), or the at least one an on-board vehicle signaling system (OB) of an on-board vehicle signaling system (OB) or both said at least one trackside signaling system (TS) and said at least one on-board vehicle signaling system (OB). As a railway signaling architecture,
- a braking system according to any one of claims 1 to 13;
- at least one trackside signaling system (TS), or at least one on-board vehicle signaling system (OB), or at least one trackside signaling system (TS) and at least one on-board vehicle signaling system (OB) Including, railway signaling architecture. According to claim 14,
- when the braking system is arranged to provide the on-board vehicle signaling system OB with the information about the factors influencing the braking of the rail vehicle, the on-board vehicle signaling system OB: and to determine a braking curve of the railway vehicle as a function of the information about factors influencing the braking of the railway vehicle. The method of claim 14 or 15,
- when the braking system is arranged to provide the on-board vehicle signaling system (OB) with the information about factors influencing the braking of the rail vehicle, and When said information about factors includes information about the availability for use of said at least one braking device,
wherein the on-board vehicle signaling system (OB) is arranged to determine a deceleration attainable by the rail vehicle as a function of the information about the availability for use of the at least one braking device. . According to any one of claims 14 to 16,
- when the system is manufactured according to any one of claims 6 to 13; and
- when the braking system is arranged to provide the on-board vehicle signaling system (OB) with the information about factors influencing the braking of the rail vehicle, and when said information about factors includes information about the availability for use of said at least one special vehicle device;
wherein the on-board vehicle signaling system (OB) is arranged to determine the deceleration attainable by the railway vehicle as a function of the information about the availability for use of the at least one special braking device. signaling architecture. According to any one of claims 14 to 17,
when the braking system is arranged to provide at least one of the information about factors influencing the braking of the rail vehicle to the at least one on-board vehicle signaling system (OB);
wherein said at least one on-board vehicle signaling system (OB) is arranged to convey said information about factors influencing said braking of said rail vehicle to said at least one trackside signaling system (TS). architecture. According to any one of claims 14 to 18,
The braking system transmits the information about the factors influencing the braking of the railway vehicle to at least one train control and management system (TCMS) of the at least one railway vehicle, thereby arranged to provide at least one of said information about factors influencing said braking of a vehicle;
The at least one on-board vehicle signaling system (OB) and/or the at least one trackside signaling system (TS) can determine the factors influencing the braking of the rolling stock from the train control and management system (TCMS). Arranged to receive said information about the railway signaling architecture. According to any one of claims 14 to 19,
when the braking system is arranged to provide at least one of the information about the factors influencing the braking of the rail vehicle to the at least one trackside signaling system (TS);
the braking system is arranged to transmit at least one of said information about factors influencing said braking of said railway vehicle to at least one remote server;
wherein said trackside signaling system (TS) is arranged to receive said information about factors influencing said braking of said rolling stock from said at least one remote server.

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